Honda NX500 E-Clutch 2026 Review

Maybe it’s a cliché, but motorcyclists are generally resistant to change.

Electric? No thanks. Technology? If we must. Automatic transmission? Please, don’t joke.

Of course, all these things have their place, and ultimately change is a good thing. But rusted-on two-wheel fanatics generally prefer to keep things traditional. Or at least, they like to tell people they do.

So, when Honda told a room full of media that it would love to have the E-Clutch system fitted to all its models, I was doubtful that idea would catch on.

But that was before I tested it. And afterwards, I was much more aware of the benefits of this system. Is it perfect? Not quite. But it’s pretty darn close. If I had the choice of buying a non-E-Clutch version of these bikes versus the E-Clutch variant, I’d choose the latter.

To prove the benefits of E-Clutch, Honda took us on a ride around the Gold Coast and Northern Rivers hinterland. The fleet included the Transalp 750, the Hornet 750, and the NX500, which is offered in an E-Clutch variant for the first time in 2026. It’s this model that will be the focus of this tale.

But first, what the hell is E-Clutch? Well, I’ll be honest, I had no idea before I rode the bikes. I thought it was a type of automatic or semi-automatic transmission in the same spirit as Honda’s own DCT (dual-clutch transmission). It’s not. Instead, in the most basic way I can explain it, it’s an electronic clutch. That means the rider still must shift gears, but the clutch operation is automated by electronic actuators.

And this is where I think this whole E-Clutch caper has legs. While many riders scoff at the idea of an automatic transmission, E-Clutch offers the best of both worlds. It simplifies the operation of the bike but still allows you to ride it the traditional way if you like.

That means there is still a gear lever, still a clutch lever, and still a manual gearbox. But if you choose to ride using E-Clutch, then you don’t need to touch the clutch lever. The actuators will disengage the clutch automatically when stopped, and once you’re moving, the clutch engages and acts like a quickshifter. You simply shift up or down and the E-Clutch system will do the rest. And when you slow down to stop, the E-Clutch will take over and modulate the clutch to allow you to stop without touching the lever.

But while you can theoretically take off and stop in any gear, Honda strongly recommended that it is better to shift down to first or second to avoid premature clutch wear.

So, what if you are a traditional manual sort of rider? Well, technically, you can turn E-Clutch off in the menu system, but I don’t think you need to. And if you do, you’ll disable the quasi-quickshift function. Instead, if you want to ride the bike completely manually, simply pull the clutch lever in and the clutch will revert to manual operation. E-Clutch will awaken quickly again once you’re moving, but if you use the clutch lever to change gears, start or stop, you simply override the system.

In case you missed it, the NX500 is not a new bike. It is just the CB500X with a new name and a fresh look. The CB500X launched in 2013. It got some minor but important changes in 2019, and then some more substantial changes in 2022, but the 471cc parallel twin at its heart has largely remained the same.

The NX moniker was added in 2024, and the whole idea was to further solidify its dual-sport aspirations – NX meaning “new crossover”. And for the record, the NX moniker has been used before, most notably with the NX650 Dominator that was on sale from 1988 to 2003.

In standard trim, the NX500 costs $10,999 ride away. It remains fundamentally unchanged for 2026 and is highlighted by a 19-inch front wheel, 17.5L fuel tank, a 5-inch TFT display with smartphone connectivity, adjustable traction control, preload-adjustable rear suspension, a rally-inspired front fairing and an approachable 830mm seat height.

Of course, the one big change to this model is the addition of a separate E-Clutch version, which checks in at $11,399 ride away. That is just a $400 premium.

E-Clutch aside, the two versions are identical. Which begs the question – is there any reason to buy the standard version apart from a bias to tradition and a meagre saving of $400? Well, no, not really.

Before we talk about E-Clutch, let’s look at the bike on its own merits.

The Honda NX500 is a surprise packet. If I’m being honest, I wasn’t expecting much. It is a relatively basic and low-powered parallel twin with soft-road ability. But I have to say it really grew on me.

While “exciting” is not a word I would use here, the NX500 rarely put a foot wrong as a capable, easygoing commuter. It is comfortable, with upright ergonomics, an accessible seat height, and a nice, easy-handling dynamic.

The power delivery is mellow, but it never feels inadequate for the job, and it has a smooth and linear curve that offers just enough low-end grunt to get you going, and a suitably strong mid-range. It’ll max out pretty quickly at higher revs, but the bike works best when you just sit in that breezy middle ground.

Elsewhere, the NX500’s make-up is all typical of Honda. Good fuel economy, simple, fuss-free tech, adequate braking performance, and solid build quality that suggests it will withstand the test of time.

But the real standout is the E-Clutch system. The whole idea is to take the guesswork out of clutch operation and leave the rider to focus on shifting with their left foot. The electronic actuators help engage and disengage the clutch where necessary to allow the smoothest possible upshifts and downshifts.

And, for the most part, this automated system does a better job than any human can. Why do I get the feeling Terminator will be a documentary one day?

But fears about AI and robots taking over the world aside, E-Clutch really is a gem. It works so effortlessly well that you very quickly forget it’s there. You just shift up and down with incredible accuracy and smoothness, without having to worry about touching the clutch lever. Call it cheating, but you’ll be surprised at how well it helps you focus on other areas of your riding technique.

Taking off from a stop is as simple as rolling on the throttle, and stopping is as easy as, well, stopping. You still need to be mindful of what gear you stop in to avoid clutch wear, but the system will utilise the clutch to essentially allow you to stop or go in any gear.

The elephant in the room is the NX500’s off-road performance. Yes, Honda does class it as an “adventure touring” model, but its best work is undoubtedly on the tarmac.

That’s not to say that it can’t go off-road, but if you’re expecting true all-roads performance, then you might want to look elsewhere.

A simple dirt road is fine, but if the track gets rough and rugged, the NX500’s suspension, with just 135mm of travel front and rear, will reach its limits quickly. There is also no adjustment aside from preload on the rear. Add a low ground clearance of 180mm, road-oriented tyres, and a 19- and 17-inch wheel combo, and you get the idea.

But if you treat the NX500 exactly as it’s meant to be – a capable tourer with “soft-road” ability – you’ll be pleasantly surprised.

As for E-Clutch, the only real limitation is that it cannot automatically rev-match on downshifts like its bigger 750 siblings. This is due to the NX500 having a cable-actuated throttle instead of ride-by-wire. Instead, the NX500 uses clutch slip to smooth out transitions when shifting. Is this a problem? No. But ride-by-wire would be nice.

Also, the E-Clutch adds roughly 2–3kg over the standard NX500. But let’s be honest – if you’re worrying about 3kg of weight savings on a LAMS-approved, 471cc parallel-twin adventure tourer, then I don’t know how to help you.

I can’t really fault the NX500 E-Clutch in any other area. It’s not exactly the most exciting or high-performance machine you can buy, but it does exactly what it needs to as a practical commuter and as a capable, entry-level adventure tourer.

Back to my original question – is there any reason to buy the standard NX500 over the E-Clutch variant? No. Unless you are desperate to save that $400, there is no good reason.

The E-Clutch does everything that the standard version does, with the bonus of better rideability and a buttery-smooth quickshift. If you want to ride it like a traditional manual, you can.

And Honda is adamant that E-Clutch provides no reliability limitations. Even if you were to break the E-Clutch system (and that is apparently hard to do), then the bike will still operate like a regular manual. So, the whole “extra technology is bad” argument doesn’t hold up either.

But E-Clutch or no E-Clutch, the NX500 is a great-value option for anyone looking for their first adventure tourer or just a practical commuter that is simple, reliable, fuss-free and incredibly easy to ride.